“…42 In another study, Borazjani and Belingardi used these models for dynamic modal analysis, bending and torsional stiffness analyses as finding alternative lightweight roof design meeting crash and stiffness requirements. 43 In similar studies, the finite element models are used for lightweighti purposes by: (i) using fiber strenghtened steel tubes for improving the vehicle crash performance under frontal crash cases 44 and (ii) using carbon fiber composites for strengthening the vehicle roof structure for rollover case study. 45 Figure 1.FEM of vehicle door (a) view from outside of vehicle and (b) view from inside.…”
Door closing sound quality of a vehicle has become one of the most important customer-related quality metrics in the recent years. There has been a vast amount of information on the design parameters contributing to this attribute in the literature. Amongst them, damping pad on the door outer panel emerges as one of the most significant factors on the door closing sound quality. In this paper, we apply solid isotropic material with penalization topology optimization method to determine the optimum material layout for within a given volume constraint on a front door of a typical vehicle. The objective function of the topology optimization is chosen as the minimization of residual sum of squares of the accelerance of the door outer panel up to 200 Hz. The optimization problem is subject to design constraint to use a predetermined percentage of the full damping pad. The methodology is demonstrated on the finite element model of front door of a Toyota vehicle. Two optimization case studies using 60% and 45% of the damping pad on the door outer panel are introduced as a result of the application of the proposed topology optimization methodology. In addition, more manufacturable optimization configurations with the same % of the damping pad are suggested as a means for more feasible application by automotive original equipment manufacturers. All the optimization configurations are compared to each other on (i) accelerance spectrum up to 200 Hz, (ii) residual sum of squares of the accelerance, and (iii) weight of the damping pad. The results show that it is possible to improve the aforementioned metrics significantly by the application of topology optimization.
“…42 In another study, Borazjani and Belingardi used these models for dynamic modal analysis, bending and torsional stiffness analyses as finding alternative lightweight roof design meeting crash and stiffness requirements. 43 In similar studies, the finite element models are used for lightweighti purposes by: (i) using fiber strenghtened steel tubes for improving the vehicle crash performance under frontal crash cases 44 and (ii) using carbon fiber composites for strengthening the vehicle roof structure for rollover case study. 45 Figure 1.FEM of vehicle door (a) view from outside of vehicle and (b) view from inside.…”
Door closing sound quality of a vehicle has become one of the most important customer-related quality metrics in the recent years. There has been a vast amount of information on the design parameters contributing to this attribute in the literature. Amongst them, damping pad on the door outer panel emerges as one of the most significant factors on the door closing sound quality. In this paper, we apply solid isotropic material with penalization topology optimization method to determine the optimum material layout for within a given volume constraint on a front door of a typical vehicle. The objective function of the topology optimization is chosen as the minimization of residual sum of squares of the accelerance of the door outer panel up to 200 Hz. The optimization problem is subject to design constraint to use a predetermined percentage of the full damping pad. The methodology is demonstrated on the finite element model of front door of a Toyota vehicle. Two optimization case studies using 60% and 45% of the damping pad on the door outer panel are introduced as a result of the application of the proposed topology optimization methodology. In addition, more manufacturable optimization configurations with the same % of the damping pad are suggested as a means for more feasible application by automotive original equipment manufacturers. All the optimization configurations are compared to each other on (i) accelerance spectrum up to 200 Hz, (ii) residual sum of squares of the accelerance, and (iii) weight of the damping pad. The results show that it is possible to improve the aforementioned metrics significantly by the application of topology optimization.
“…Aluminum alloys may be manufactured as castings, extrusions, stampings, forgings, impacts, and machined components despite having a lower modulus of elasticity (69 GPa) than steel (210 GPa). The final shape of the product is consolidated by casting and extrusion pieces, which lowers the overall component count needed to produce a vehicle [27]. The research and development of new aluminum alloy materials for automobiles are primarily focused on three aspects: the whole body or large aluminum materials; the albuminization of some structural parts like doors; and, if aluminum is used in place of steel in automobile parts, the weight of automobile parts can be reduced by 30% to 50%; and the alienation of the automobile structure can reduce the mass of the entire automobile.…”
Section: Aluminum Alloys In the Automotive Industrymentioning
Materials are one of the basic elements or needs for continuing human beings’ life living and they are used for structural and nonstructural, biomedical, thermal, or other applications. In many types of materials, Composite materials are used in different sectors. The increasing need for eco-friendly, low-density, and lightweight product production prompted the development of fiber-reinforced polymer composites for usage in a variety of home items and automobile parts. The automobile manufacturing sectors have recently attempted to manufacture lighter and lighter parts. Shortly, automobiles must be lighter to meet demands for lower fuel usage and fewer CO2 emissions. On the other side that textile waste is still simply thrown into a landfill in the environment resulting in and causing pollution. So, the objective of this review was to show the ability of these waste materials used as reinforcing material for composite fabrication products like car hoods, Car bumpers, and lightweight automotive parts. also, it tries to explain the roles of lightweight materials for automotive body parts and also the reduction of wastes in the textile industry by recycling and converting them into useable products, making the environment free of pollution. This waste reduction is a current world issue.
“…By adhering carbon fiber to the roof structure components of passenger vehicles, Bambach [10] has managed to increase the strength of the roof, effectively doubling its strength-to-weight ratio. Borazjani and Belingardi [11,12] have also conducted extensive research in a similar vein. However, the aforementioned studies primarily focus on the redesign of vehicle parts; research on complex vehicle subsystems, such as the door system, is less common.…”
This paper develops a material-structure integrated design and optimization method based on a multiscale approach for the lightweight design of CFRP car doors. Initially, parametric modeling of RVE is implemented, and their elastic performance parameters are predicted using the homogenization theory based on thermal stress, exploring the impact of RVE parameters on composite material performance. Subsequently, a finite element model of the CFRP car door is constructed based on the principle of equal stiffness, and a parameter transfer across microscale, mesoscale, and macroscale levels is achieved through Python programming. Finally, the particle generation and updating strategies in the Multi-Objective Particle Swarm Optimization (MOPSO) algorithm are improved, enabling the algorithm to directly solve multi-constraint and multi-objective optimization problems that include various composite material layup process constraints. Case study results demonstrate that under layup process constraints and car door stiffness requirements, plain weave, twill weave, and satin weave composite car doors achieve weight reductions of 15.85%, 14.54%, and 15.35%, respectively, compared to traditional metal doors, fulfilling the requirements for a lightweight design. This also provides guidance for the lightweight design of other vehicle body components.
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